Resilient mounting



June 24, 1941. J. M. TYLER arm.

RESILIENT MOUNTING Filed larch 10, 1939 2 Sheets-Sheet; 1

' INVEN'II'OR .fabnME/elr Rub Er: mhzasb,

BY M

ATTORN/EY June 24, 1941.

J. M. TYLER ET AL RESILIENT MOUNTING Filed March 10, 1939 2 sheets-skeet 2 INVENTOR MEIEI' [1n fiaberl Eillblnlmsb ATTORNEY Patented June 24, 1941 RESILIENT MOUNTING John M. Tyler, West Hartford, and Robert E. McIntosh, Manchester, Coma, minors to United Aircraft Corporation, East Hartford, Conn, a corporation of Delaware Al'llflioation March 10,1939, Serial No. 261,112

BCIaims.

This invention relates to improvements in resilient mounting brackets for vehicle engines, and has for an object the provision of an improved mounting bracket construction including means providing a limited, rwiliently resisted. freedom of movement between a vehicle engine and its support, and means for damping such resiliently resisted movements.

A further object resides in the provision'of improved mounting brackets providing cushions of resilient material sumciently elastic to suppress the transmission of engine vibration from the engine to the vehicle but which. will, at the same time, provide an engine support with suiilcient damping to prevent excessive vibration of the engine relative to its supports when excited at the resonance of the engine on its pports.

A still further object resides in the provision of a resilient engine mounting bracket construction having a spring rate so selected or adjusted that the spring rate frequency will not be in resonance with the frequency of a major vibrational disturbance in the ordinary operating speed range of the engine.

A somewhat more specific object resides in the provision of improved resilient engine mounting reference numerals are used to designate similar parts throughout, there is illustrated in two somewhat diii'erent forms a suitable mechanical embodiment of a resilient engine mounting bracket constructed according to the invention. The

drawings, however, are for the purpose of illus- 40 tration only and are not to be taken as in any way limiting or restricting the scope of the invention as set forth in the appended claims.

In the drawings, Fig. 1 is a vertical sectional view of one form of resilient engine mounting bracket constructed according to the invention and includes fragmentary portions of the engine and the engine supports to which the bracket is attached. V

Fig. 2 is a top plan view of the bracket illustrated in Fig. 1.

Fig. 3 is a sectional view similar to Fig. 1 showing a somewhat modified form of resilient engine mounting bracket, and

the line 4-4 of Fig. 3 looking in the direction of the arrows.

Referring to the drawings in detail, and particularly to Figs. 1 and 2, the numeral II generally indicates an engine, such as a radial internal combustion engine commonly used for the propulsion of aircraft, and the numeral I! generally indicates a portion of the vehicle serving as a support for the engine. Such a support may be in the form of an annular tubular ring attached to the-aircraft by a suitable strut or frame construction. The illustrated portion of the en.- gine is a substantially circular component such as the engine blower or supercharger section and is made sufliciently strong to transmit the weight of the engine and the reaction to the power developed by the engine to the ring I! through the mounting brackets.

One form of the complete mounting bracket assembly is generally indicated by the numeral M. While actually a number of brackets are disposed about the circumference of the ring I! and bracket carrying portion of the engine ll, angularly spaced apart in a manner which has been found most satisfactory for supporting the engine weight and transmitting the reaction to the engine power to the mounting ring, as the brackets in each installation are all similar, a

' detailed description of only one bracket of each form is considered sufllcient for the purpose of this disclosure. Each bracket consists essentially of three elements, namely, a portion rigidly attached to the ring l2, a portion rigidly attached to the engine It, and a portion connecting the ring and engine portions, as will appear more clearly from the following detailed description.

In the form shown in Figs. 1 and 2, a flanged sleeve member I6 is rigidly attached to the mounting ring l2, preferably by welding as indicated at It, and is disposed within the ring. A two part rubber bushing 20 provided with enlarged end flanges, as indicated at 22 and u, is inserted in the sleeve member It so that the end flanges 22 and 24 overlie the end flanges of the sleeve member. A bolt 26, provided at one end with an annular shoulder It is inserted through the bushing 20 and through a pair of apertured washers 30 and 32 disposed one at each end of the bushing 20 and having diameters substantially the sameas the diameters of the respective bushing ends 24 and 22. A tubular spacer 34 surrounds the portion of the bolt 26 within the bushing 20 and bears at its ends "against the inner faces of the washer members 30 and 32 Fig. 4 is a transverse sectional view taken on to limit the compression of the bushing flanges 22 and 24 by the washer members when the nut 36 is screwed down on the screw threaded end of the bolt 26 opposite the shoulder 28. On the opposite side of the shoulder 28 from the bushing receiving portion, the bolt 26 is provided with a screw threaded end portion 38 which is threaded into an internally threaded well W in one end of s bell crsnk lever 52. A hollow motel box-like structure us is secured upon a plate it which is, in turn, secured to the suriece oi the bracket receiving portion of the eng ne by suitable means, such as the cap screws to, which puss through epertured flange portlons provided on the box-like structure id and apertures in the plate 35 and into internally screw threaded bores provided in the bracket receiving portion of the engine. The plate is is provided on its engine contacting surface with s circuler centering lug 38 which projects. into s circular well 50 provided in the bracket receiving portion of the engine to relieve the cop screws 36 of u portion of the sheer loads transmitted through this connection oi the bracket to the engine. On its side opposite the bracket receiving portion of the engine, the member 36 is provided with 2. pair of upstendlng, spaced apart, epertured lugs 52 end (it which receive the ends oi a pivot pin 5b which passes through the intermediate portion of the bell crank member 62 to'pivotelly connect the bell crank member to the structure as.

At its end opposite the bolt receiving well fit the bell crank member #52 is Provided with it partly cylindrical portion 56 disposed between opposed spring packs til and E32 received in respective spring pack receiving cavities i4 and 55 provided in the interior of the hollow member 44. The spring packs 60 and 82 are preferably preloaded to a predetermined extent.

With this arrangement, if th engine moves out of axial coincidence with the mounting ring or tilts with respect to the mounting ring the bolts II will be tilted out of their normal coaxial relationship with the respective sleeves it, due

to the compressibility of the rubber bushings 29 and the bell crank levers 42 will consequently be tilted about the respective pivot pins 58, In eech case this movement or the bell crank will move the respective cylindrical ends 58 between the spring packs $6 and t2, increasing the on one spring pack and proportionately reducing the loading on the opposed spring peck. Such movements of the ends 68 will be resisted both by the resiliency of the spring packs and by the iriction produced between the various spring elemente when the shape of the spring peek is changed. A portion of the energy imparted to the spring peeks will be returned to the bell crank member by the resiliency oi the spring elements but as large portion of such energy be absorbed in the friction losses of the spring packs sud converted into heat thereby materially reducing the amplitude of the movement of the bolt and bell crank assembly with respect to the bushing l8 and structure Mi with a consequent enemas her that its longitudinal axis makes an acute angle with the common axis 01 the engine It and mounting ring 92. Preferably the axes of all of the mounting brackets, spaced about the mounting ring, intersect the longitudinal axis of the engine at a. common point which point is preferobly ahead of the center of gravity of the engine. In the modified form of the invention the sleeve it may be disposed within the inner circumference of the ring it. or may be made in two seperm ports inserted through suitable apertures in the ring to meet within the ring to provide 2. complete sleeve as illustrated, and may be se-= cured to the ring by suitable weld joints as indi outed at it end it. A bolt, generally indicated at i6, extends through the sleeve it and a. two pert insulating rubber bushing 29 is disposed between the bolt and the sleeve in the manner described ebove. A spetcer sleeve 3% inunedietely surrounds the bolt inside of the rubber bushing. The bushing is provided with end flanges 22 end 26 which are sandwiched between the outturned endg 'oi the sleeve l6 and the respective washers 39 and 32 clumped between the enlarged shoulder 28 provided on the bolt intermediate its length and the nut 86 screw threaded upon the end of the bolt ut the remote side of the sleeve it from the shoulder is. This construction provides e. flexible mounting for th bolt it in the sleeve is which is rigidly connected to the support it so that the bolt may move in all directions to e. limited extent with respect to the sleeve, all such movements of the bolt with respect to the sleeve being resiliently resisted by the rubber bushing 28. In some installations it has been found desirable to arrange th bolt retaining means so that the bolt may move easier in some directions than in others. For this purpose the thickness 01' the flange portions 22 and 24 may be controlled in proportion to the thickneas of the portion between the flanges, and the portion between the flanges may be made thicker in some directions than in others and, if desired, may be further softened by providing apertures therethrough. With such a. construction the mounting can be made quite soft in a. circumferential or torsional direction and relatively rigid in the redial and axial directions, or relatively soft in the direction along the axes of the bolts it and relatively rigid in other directions, as may be desired.

A portion of the bolt on the opposite side of the shoulder 28 from the part received in the sleeve it is provided with a partly spherical enlergemcnt iii and a. terminal portion 89 having tour substentlelly semlcylindrical edges spaced from the enlargement 'it by a. predetermined distance. The enlersements l8 and 88 are both received in c. hollow housing generally indicated at 82, secured to e, pedestal by suitable means, such as the screw belt 38. The pedestal hes a boss piste 8&3 provided with e. centering ug 93 received in the respective well 5t and is 'gidly secured to the engine'by suitable means such as the stud bolts 92. The pedestal also has a. plate 94 disposed at an angle to the plate 88 to receive the open end of the housing 82 to which it is secured by the bolts $5. The plates 88 and 84 are integral with each other and with one or more reinforcing webs, as indicated at 96.

The enlargement I8 is received in an annular extension 98 of the housing 82 and is retained therein by a, split annular bearing its clamped against an internal shoulder 12 by a. nut it so that the bolt hose universal mounting in the housing and is restrained rigidly only against nztiol or longitudinal movements with respect to the housing.

The bolt is movable in all three planes in the flexible bushing and it has been found desirnble to damp these movements in at least two planes. With this end in view two pair of diametrically opposed spring packs are arranged in the housing around the terminal enlargement 8d, the spring packs of one pair being indicated he the net-ole ltd end it! end or the other poir hr the nnnderolo ii and lit. nude nient provider. damping i'or oil to oil c holt it ehout the universal in t1 the pertlv sphericol enlargement ld end the ho oring ltt. 'lhet it deco not provide i int lor ttrlctlgv loneitudinol movernenio oi the not through the sleeve it ic not poi-tout oince ouch increments ore rare and relotivelv incoherence heennoe oi the encoder cinhngcinent ol the rnountinp; hroclret. Most vihrotorv llltlt hlhlillilt oil the encine tithe piece about the center cl trot 1 ity oi the engine and the center oi orovitv oi the outline does not itsell ordinorilv inove. erelore, since the prolongetions oi the t oi oi the its it intersect near the center of orovitv oi the engine, there will be no material vibration induced longitudinal movements 01' the bolto through the bushing retaining sleeve but such movements will nearly always be transversely of the sleeve and of the housing 82. Movements of entire engine due to gravitational eiIects are relatively slow and may be properly cushioned by correctly designing the bushing flanges It and II.

The spring packs I", I", Ill and Ill are preferably preloaded to a predetermined extent end serve to control the movements of the engine relative to its supports by damping the movements tted by the resiliency of the rubber bushing so that, even ii the frequency oi a particular vibration should get into resonance with the natural frequency of the engine and its supports, the movements of the engine relative to its supports could never become excessive as might be the case with an undamped mounting.

While two slightly different mechanical embodiments oi the invention have been hereinabcve described and illustrated in the accompanying drowines for thepurpose oi disclosing the inventlon, it is to be understood that the invention is not limited to the particular constructions co llluotrnted end described, but that such chopper in the size, shape and orranren'ient oi l r" they resorted to es come "within the one oi the cuh ioined clns.

.l-l'evinc now described thelnventlon co thnt others skilled in the art may cleorlv dcrotond the some, tvhot it is desired to eecurc hy lettero ll otent is no iollovvc':

i, h mounting bracket ior occurring no option to on engine support compr'loe, o. ert ct torched element, on engine ottnched element, n linlr connecting said elements, it resilient high lreouencv insulating connection between sold linlr end said support carried element, o. pivotal connection between said link and cold engine ct torched element, and means comprising at least one pair of opposed spring packs carried icy said engine attached element, and a projection on said lint. extending between said spring packs for l'rictionnlly damping movements of said link about till to an engine supporting ring comprising, a sleeve dpinn movements oi sold 11 1. nbout cold plv otnl connection,

t. it rooting hrnchet :ior seonrino on c or to engine supporting rine' h m, httnched element, on on ottoched element, lit connecting sold elementc, o resilient connec tion hettveen sold lintr end cold o ottoched element, at plvotol connection hetvveen cold linh d told choline ottoched element, end icdeohn comprieinc poll" oi opposed cpring pncho corried hr choline ottoched element end pro tended to n predetermined entrant, end it right l l 1, ,1 l l or projection on cold link entendln between chill opposed sprint; poclro ior lrlctionollv illillldl'l hip inevennente oi sold links ohout cold plvotol eoection,

t. it hinting hrneket tor eecurino on M i i to an en 1 t support comprising, a sleeve element on said support, o hollow receptacle having a pair of spaced nppertured lugs on said engine, a bolt constituting a portion of a link connecting said. sleeve with said receptacle extending through said sleeve, rubber bushings between said sleeve and said bolt, a bell crank constituting the remainder of said link pivotally connected intermediate its length to said apertured lugs, a. pair 0! opposed preloaded spring packs in said receptacle, and a rounded enlargement on the end oi said bell crank received between said spring packs.

5. A mounting bracket for securing an engine attached to said ring, a hollow receptacle having a pair oi spaced apertured lugs attached to said engine, a bolt extending through said sleeve and constituting a portion of a. link for connecting said engine attached receptacle tosaid sleeve, a pair of washers on said bolt one at each end of said sleeve, rubber pads between said bolt and said sleeve and between sold washers and the ends oi mid sleeve to provide o limited freedom of move-- out oi sold bolt in said sleeve, o. bell crank piv till sold pivotal connection and preventing transmisclan of low frequency vibrations.

2. A mounting bracket for securing on engine to an engine supporting ring comprising, a ring otolhv recured to the cpoced apcrtured lugs oi d one receptocle and connected at one end to the odiocent end oi sold bolt, end on. pole oi pretended opposed spring peeks in cold hollow receptncle recei between thorn the end ol sold hell cronh opposite sold bolt connected end.

I d. tdenns lor nttochine on engine to on engine onpport copricing, o pluroiity oi engine ot tnched elements erronged in spaced onnulnrrelriti n nhoiit the unis oi rotation oi said engine, it it} illtltw diepd nhout sold this oi rotation and so spaced their one support connected element is opposed to cnch engine attached element and disposed redi oily outward with respect thereto, a straight link eoimecting ench pair of opposed elementaa cushion oi resilient material between one end oi. each link and the adjacent element of the respective pair, end a universal joint and a. frictional damping means between the opposite end 01 each link and the other element of the respective pair.

7. h resilient engine mounting bracket comprising, a sleeve, a housing, a. link projecting at one end through said sleeve and at the other end ty oi oupport connected elements ennulorly into said housing, e bushing oi resilient material between said link and said sleeve, a universal connection between said link and said housing, a terminal enlargement on said link beyond said universal connection from said sleeve received 5 end, and a plurality of spring packs in said housing surrounding said terminal enlargement.

8. A resilient engine mounting bracket comprising, a sleeve, 11 housing, a link projecting at one end through said sleeve and at the other end 10 into said housing, a bushing 01 resilient material between said link and said sleeve, a pivotal connection between said link and said housing, l terminal enlargement on said link beyond said pivotal connection from said sleeve received end. and spring packs in said housing disposed on opposite sides 0! said terminal enlargement.

JOHN M. TYLER. ROBERT E. MCINTOSH. 

